The Diesel engine has demonstrated the lowest specific fuel consumption of any prime mover (as low as .26 lb/hp hr for very large 2-stroke marine Diesels). It uses fuel which is much cheaper and still contains more energy per gallon than gasoline or avgas. Decades ago there were several Diesel aircraft engines (built by Guiberson, Packard, Rolls-Royce, Clerget, Fiat and others). In the 1930´s the Junkers "Jumo 205" supercharged 2-stroke Diesel was used in scheduled transatlantic service between Europe and South America; it had a cruise BSFC of .356 lb/hp hr and a specific weight of only 1.5 lb/hp. "Jumo" Diesel engines delivered full sealevel power up to 40,000 feet and powered aircraft flying at 50,000 feet.

Following these almost forgotten examples we are developing a new piston engine for general aviation: the ZOCHE aero-diesel.

It is a direct drive, air cooled, radial two-stroke cycle Diesel with 4 cylinders per row. It features two stage charging (turbo- and supercharger), direct fuel injection and intercooling.

Easy to operate - one power lever only. No mixture, no alternate air, no aux fuel pump, no magneto switches, no mandatory temperature, boost or power restrictions.

Good reliability and low maintenance cost due to the lack of a reduction drive, the very low parts count and the use of reliable Diesel components. Streamlined installation without any hoses.

High inflight reliability - no carburetor-icing, no magneto or spark-plug problems, no vapor lock. Turbine inlet temperature is so low that it needs no monitoring. Even cylinder head temperatures are not critical.

No rubber hoses: all ducts for oil, hydraulics and manifold air are integrated into the castings.

The very compact ZOCHE aero-diesel incorporates the latest cylinder technology as well as refinements like tungsten counterweights and full aerobatic pressure lubrication. The ZOCHE aero-diesel's high efficiency reduces the amount of rejected heat, thereby minimizing cooling air requirement. Cooling problems are further reduced by the fact that there are no areas in this Diesel engine which demand such exact cooling as the cylinder head of a spark ignited engine. Charge air pressure is generated by a combination of a highly efficient mechanical blower and a newly developed advanced turbocharger, reducing power loss at altitude. The quadruple flow compressor scroll is integral to the monobloc intercooler, resulting in a very high efficiency of the turbocharger and intercooler installation. The intake manifold is an integral part of the crankcase casting. The fuel injection pump together with its feed pump, the fuel filter and all connecting plumbing are integrated into the crankcase assembly, further reducing the parts count and improving reliability. The integrated dry sump oil reservoir features a sight glass for easy inspection.